Aik-brake mechanism



A. L. G'OODKNIGHT.

AIR BRAKE MECHANISM.

APPLICATION FILED SEPT. 14, 191e.

` 1,322,783. Patented Nov. 25,1919.

' ATTORNEY.

ALVA L GOODKNIGHT, OF HEAVENER, OKLAHOMA.

AIRTBRAKE MEoHaNIsivr.

y Application filed september 14, 1ers. seria-1 Nb', 254,120.

To all whom t may concern.' c

Be it known that I, ALVA L. GOODKNIGHT, a citizen of the United States, :residing aty Heaven'er, inthe county of Leflore 'and State of Oklahoma., have invented a new useful Improvement in Air-Brake Mechanism, of which the following is a specification.

My invention relates to air-brake mecha nism of the class and type patented to me, on October 3, 1905, lo. 800,736, and on February 20,1906, No. 813,090, and generally to the standard triple valve air-brake mechanism. l

The object of my invention is to improve and simplify the'construction'of the triple valvelair-brake mechanism by first, the provision of a non return check valve which is' adapted for easy application to standard air-brake mechanism, as for instance, the Westinghouse type, and second, Vby the provision of an air duct which communicates with the auxiliary chamber, forwardly and rearwardly of the triple valve piston, and directly-controlled by the non returncheck valve, whereby, iii a service application, direct communication is automatically established between the train pipe and auxiliary reservoir, and in a full service application or service applications the brake cylinder pressure may vbe raised to any desired ,train pipe pressure and, thereby, obtainV the advantage of straight air system,y and also, to allow recharging of the auxiliayresei`- voir and brake cylinder after either gradu atedv or emergency reduction and retain the brake cylinder pressure, thereby, obviating the necessity for moving the brake to retard or full release to re-charge.

I attainv these objects land other advantages by means of themechanism illustrated in the accompanying drawing in which the figure, is a sectionalview of a standard airg brake' mechanism vto which my invention is operatively applied, and showing the air duct under control of the `non return check valve. I

' Similar numerals of reference refer to corresponding parts through the view.

' The numeral 1,' indicates a standard type of triple valve' air-brake mechanismv and which embodies my invention. My inven# tion consistsl of a non return cheek valve structure 2, comprising a case 3, a valve seat 4', formed at the inner end of the case, a valve 5, havinga stein 6, provided with a' compression spring`7, and a'passage 8, in the lower sidefof the case, and which" coin'- municates with an air duct 9, which termi,-

nates forwardly vand" rearwardly of the triple valve piston 10,in the auxiliary chainber ll. The vduct 9,-is opened? through the gasket' 12,'andV enters the metal. case 13, vof the mechanism, extending a littlel distance inwardly, and then turns upwardly and out' wardly'to the valve, which. normally ob-U structs thepassage of air through the duct 9. A duct lll, is opened in the wall of the auxiliary vchamber 1l, and communicates are@ Ai with opening 8, in the case 3,V and is adapted' to communicate with the duct 9, through tliei valve seat 4, ',wlienthe valve 5, is withdrawn from the seat. .K The forward termina-lof the duct9, is located at a point immediately be low the wall of the auxiliary chamber l1, soV that the upper margin of the piston 10, when in emergency position, shall obstruct the entrance to the duct and preventair from the trainv 'pipe 15, passing therein. *Y The other-terminal ofthe duct 14:, is` located and positioned at ythe outer end Vof the feedv groove 16, in the wall of the auxiliary chamber'll. The valve case 3, is provided with external screw threads on Aits inner end,- which areadaptedv to be received by internal screw threads provided in the case of the brake mechanisn'n An annular bead or 'flange 17,.islformed on the exterior Aof the case 3, vat a point thereon adapted-to limit` `the adjustment ofthe same to a proper "adand the feed'valve adjusted to 70 pounds, Y

train pipe pressure, and main drum pressure at pounds, .air iiows back until all .auxi iliary reservoirs of the brakes on the cars throughout the train are equalized at'70 pounds with that of the train pipe pressure. Whendescending grades and it is necessary to recharge the auxiliary reservoirs without releasing the brakes, the usual service application is made and, while the valve is'in lap position, the .feed valve adjustmentv is changed down to ali'nosttlie reduced pres# sure in the auxiliary reservoirs. Then the brake valvd handle is placed .in running position and the air flows back and, as the triple slide valve has a normal resistance of about three pounds, train pipe lair cannot yforce lit tov release and thus yit remains in lap position. The'train pipe airenters'the port 18', and passes through the duct 9, to

the valve 5, which lifts against theweak tension ofthe spring?, olf ofv its seat, the ,air flowing into and through the duct 14;, and out of port V19, intov the auxiliary reser'- voir 20, asshown by the arrowsfin-thedrawing,.a.nd thus keeping it re-charged up to train pipe pressure. When re-charged, the valve 5, is forced toits seat byits spring and pressure' 'Should it "loeoome necessary top apply the brake with afheavier 'application, vthe train pipe air is again reduced,

in the usual manner and, as valve y5, is seated, the Y auxiliary air cannot flow back through it, therefore, the greater I :iress'ure` in the auxiliary reservoir forces the-piston 10, to the left'against the stem 21, and compression spring 22, until the piston Vis seat-v f ed against the Vgasket 12, thereby` closing 'i so.

port 18', and the same time, the slide valve 23, has moved by and opened port 24, whichleads tobralre cylinderfport 25, thus allowing auxiliary and brake Cylinder pressure to equalize. In this position, should it benecessary to re-cha-rge, the feed valve is adjusteddown to almost equal with the aux- .,iliary pressure, ,when Y the brake valve isplaced again in runningposition, train pipe airthen Vflows back up againsty pistonflO,

which is then seated against the gaslret12 and,-;With theassistance of the spring l22,

Y and'stem- 2 1, forcesthe piston vv10, to the 3.5

right, when the annular flange 26, engages the slide Valve 23, and forcing the' valve to Ytheright until the annularUflange27, on stem 21,isseated .against the wall'28. As

. thev slide valve 23, does not move far enough to the right t0 close port 24,'in this operation, the piston 10, has uncovered or openedthe port 18, thereby permitting ltrain pipe.l

air to iiowthrough the portinentioned and into the duct 9,A and, lifting the valve 5, off ,y

ofits seat, flowing into duct 14, and through feed port 19, into Vthe auxiliary reservoir fthrougli auxiliary chamberll, and, as the port 211, yis open, flows through this port into the brake cylinder, keeping the auxiliary reservoir Vand 'brake cylinderV recharged, thus securing a straight air feature. Vln this Way the auxiliary and brake cylinder pressure maybe increased, by slowly adjusting train pipepressure ,up With the feed valve until the maximum braking poweris obtained.V When it is desired to release thebrakes, it

is accomplishedfin the usual manner, by placing the brake valve in full release posi tion, p ermiting the main reservoir air pressure, in large volume, to flow back through.

the trainpipe'to force the piston 10, to assume. full release yposition iand passing through feed port 19, in the" outer end of the Y feed groove 16, and opening the latter, thus permitting the auxiliary reservoir -tore- Y charge in the usual manner through the feed groove and vwhich is the same'size as the .feed port 19. The valve` v5,- andthe feed vport 19, have no function to perform after the braleinoves to release position, being functioiiallylimited to recharging the brake VWhile it is set. 'Y

In tlie'drawing I have shown the position of the triplevalve piston V10, in a service application of the brake, by dotted lines 29, and itsV position in a release applicatiomby v dotted linesY 30, and the corresponding rearward position of' the valve 2 3, in the appli- Y cations mentioned, bydotted lines81 and 32, respectively.v l f Having fully described Ymy* invention and explained the inanner of its voperation what Iclaiin is-y 1 In an airvbrake, mechanism having a brake cylinderian auxiliary reservoir and a triple valve influenced by ltrain pipe air pressure and auxiliary reservoirair pressure, the combination with the triple valve, of anair duct having-aninletjportginthe ygasket seatof tlietriple valve piston oon-v stantly presentedV to train pipe airand any outlet port in the outward end ofthe feed sented to Vauxiliary reservoir air, and aV non return 1 check valve operating in SLld Y air duct and adapted' for normallyclosing the duct .to auxiliary reservoir air and vyielding to permittrainpipe air to iiow, f througli the duct and recharge the auxgroove in the cylinder Vand normally' pre-.

and adapted 'to be closed'by the triple valve piston when vthelatter is seatedon itsV gashet seat and anV outlet portiopening'in thel outward end of the feedgroove inthe cylin-V der and normally presented to auxiliary reservoir air, anda non return check valve operating in said air duct and adapted forV normally closing the vduct to auxiliary reservoir air and yielding to permit train pipe air tolow through the duct and recharge;

the auxiliary reservoir.'-

iis

3.' lnan air brake mechanism having an'i20 auxiliary reservoir, abralre cylinder and a ,e

triple valve iniuenced by train rpipe' air pressure `and auxiliary reservoir air pres-V sure, the combination with the ltriple valve,-1 of an air duct having an inlet. port opening in thegasket seat of vthe 'triple valve piston and constantly presented to train pipe air and adapted to be closed by the triple valve piston when the latteris` seated on its gasket seat and an outlet port opening in the isp outward end of the feed groove in the cylinder and normally presented to auxiliary reservoir air, and a'non return check valve operating in said air duct and adapted for ynormally closing the duct to auxiliary resauxiliaryreservoir a brake cylinder and a triple valve influenced by train pipe air pressure and auxiliary reservoir air pressure, the combination with the triple valve, of an air duct having an inlet port opening in the gasket seat of the triple valve piston and constantly presented to train pipe air and adapted to be closed by the triple-valve piston when the latter is seated on its gasket seat and an outlet port opening in the outward end of the feed groove in the cyl` inder and normally presented to auxiliary reservoir air, and a non return check valve operating in said air duct and adapted for normally closing the duct to auxiliary reservoir air and yielding to permit train pipe air to flow through the duct and recharge the auxiliary reservoir after a full service or an Y emergency application of the air brake.v

5. In an air brake mechanism having an auxiliary reservoir a brake cylinder and a tripley valve influenced by train pipe air pressure and auxiliary reservoir air pressure, the combination With the triple valve, of an air duct having an inlet port opening in the gasket seat of the triple valve pist0n and constantly presented Vto train pipe air and adapted to beiclosed by the triple valve piston'vvhen the latter -is seated on its gasket seat and an outlet port opening in the outward end of the feed groove m the cylinder and normally presented to auxiliary reservoir air, and a non return check valve operating in said duct and adapted for normally closing the duct to auxiliary reservoir air and yielding to permit train pipe air to flow through the duct and re- Y charge the auxiliary reservoir and the brake cylinder. after a full service or an emergency application of the air brake.

Witnesses:

H. S. ITLNNELL, F. SMALL. 

